Gate for railroad crossings



192eA E sheets-Sgen 1 v. SZUcH ET AL GATE FCR RA- ILRQAD cRossINss Filed-D 15.

Aug. I 23) 23 1927. y Aug v. szucH ET Al.

vGATE FOR RAILROAD cRossINGs 1,636,666 Aug' 23 1927' v. szucH E'r A.

GATE FOR RAILRAD CROSSINGS Filed De. l5. 1926 W Mums g v. szucH ET Al.

GATE .FQR RAILROAD CROSSINGS v5 Sheets-Sheet 4' Filed Deo. 15, 1926 Aug. 23 1927.

GATE FOR RAILROAD CROSSINGS Patented ugZ, 1927.

Unirse STATES PATENT cerise.

GATE

Application led December 15, 1926- This invention relates to a protecting gate for railway crossings and it has for its object to provide an improved Adevice of this nature, constructed to be automatically operated by passing trains.

In the particular embodiment of the invention which We have chosen for purposes oi illustration, elevated trackways disposed upon opposite sides ot the railroad track, serve to support for longitudinal travel, a horizontal frame, which carries .a plurality of depending vertically disposed gates. The longitudinal movement of the frame along its elevated track carries the gatesy to and from protecting position With respect to a point of crossing ot the railroad track. rlhe gates are so mounted with respect to the horizontal travelling frame that While they will yield outwardly, they will not yield inwardly. Thus, if any person or vehicle be trapped between the gates and upon the railroad track, they can get out by merely pushing upon the gate, but nol one outsidecan get into the space between the gates, upon the railroad track. The horizontal gate carrying frame is actuated through a suitable train of reducing gearing by an electric motor. Suitable limit switch and pole changing mechanism hereinafter described, bring about a limited movement of the frame upon its trackWa-y in each direct-ion under the'control ot switches actuated by passing trains. Means are provided for creating either a visible or an audible signal at the crossing, or both, as may be desired. Arcontrol brake in series With the motor is arranged to be spring actuatedV to brake setting position but to be electrically held out ci' brake setting position, so that as long as the motor is deenergized a brake is applied to the actuating mechanism to prevent accident-al movement ot the gate and associated parts, The brake is automatically released when the motor is energized :tor action.

Further objects and advantages of the invention'will be set i'orth in the detailed `description which follows.

In the accompanying drawings:

Fig. 1 is a side elevation of a device constructed in accordance with the present invention; Fig. 2 is an end elevation thereof; Fig. 3 is a detail view of one of the sivitch actuating spiders; Fig. a is a plan View; Fig. 5 is an enlarged side elevation; Fig. 6 is a transverse sectional view on line 6-.6 of FiO. 5; Fig. 7 is a sectional view on line FOR RAILROAD CROSSINGS.

Serial No. 1,543,341.

7--7 of Fig. 5, Fig, 8A is a horizontal sectional View @n line 8 8 of Fg-v 7 Fig. 9 iS a detail sectional vieW of the hub ot the spider hereinafter described;- `F ig. 10 is a plan view of the bolt and detents illustrated in Fig. 7;; Fig. 1 1 is a sectional View showing the mounting of the gate carrying frame and the mounting of one of the gates thereon; rig. 12 is a sectional View through one of the goosenecks;` Fig. 13 is a detail view ot' the train carried tappetA and one of the track switches, Fig. llis a detail sectional View through one of the detents hereinafter described; Fig. 15 is a diagrammatic vieu7 of .he Wiring; and F 1G isa further diagrammatic View.

Like numerals designate corresponding parts in all of the figures of the drawings.

` Referring to the drawing, the numerals 5 and 6 designate horizontally disposed rails which may be of any suitable formation 'in cross section, so. long as they provide horizontal trackvvayg for the lollers or Wheels `7 and 8., of a horizontal rectangular frame 9. The track Waysv 5 and 6 are held at such an elevation by uprights 1Y0 and 11,-'as to support the trame 9 high enough above the rails 12 of the railroad track to permit oit a train passing under the frame 9. Where an elec- V'tric trollev line crosses the railroad track :it

the point of crossing protected by the gates, the rails 5 and 6 may be interrupted as indicated at 5a and 6a and these interrupted portions may be. spanned and connected by opstandinggooseleks 13 and lll, through which the trolley Wire 15 ,of the trolley line may pass. Thus the presence of t-he trolley Wire does not interfere with the travel of the horizontal gate carrying frame l9.. The rails of the trolley line are indicated at 16 and 17.

.A plurality of gates 18 depend from each side of the frame 9 in such position as to lie upon opposite sides of the track 1Q. There may beas many of these gates as is` deemed necessary. For purposes ol illustration, we Vhave shown three upon a side, although the number may bevaried at will. Each gate comprises an outer frame 19 and a covering of Wire mesh 20, so that they are in a measure transparent and the'vision of approaching drivers or pedestrians is not obstructed when the gates are closed. The vertical members of the fram-e 19 of the several gates are hinged upon longitudinal rods 21, supportedV in depending brackets 22 or" the frame 9.- Each gate carries. a lug 23,"Which werds, the-fgatesfmay 'swings outwarnlyrnr f.

i cannotrenter iut-oY the space bet the 'shaft' or' an 'electric meterse'. l

` of action by a solenoid magnet 38.

illettrismeirritablefriert@ i nals, which serve to give warning tothe abuts against the corresponding bracket 22 and limits the movement ot the gate so that it swings only in one direction. In other away from tracl l2 but they cannot swing inwardly upon their hinge support. Thus it' a person or vehicle becomes trapped upon the track, the gates will yield outwardly to permit the escape ot such trapped person or vehicle, but persons on the outsileof the Ween the gates and upon Vthe tracks. The g are held in their normal or vertical positions prings 24.

am@ 0 oww-ipa-97h10 1 aclV bh-.rr 2o, which "inesiies train oitl re ucing gearing 26, 26, 2?, 28 and 29, the element 29 being a small pinion upon "udiu llywn f end ot 'the motor shaft carries a brake drum 3l which is adapted to be engaged by brake shoes 32, that are carried by swinging members 33 and-34. The lower ends ot these members are pivotally mounted at 35 and 36. A spring 37 extends between the upper portions of these members and tends to draw them together to apply the brake shoes to the brake drum. However, during the operation oit the motor the brake is held Tout he core or armature 39 ot this magnet when drawn downwardly, acts through a link 40 uponk an arm 41, that is pivotally connected at 42 to the upper end ot the member 32. A at'fr44V to farmf 41V, and at `member' 34. Thus when the armature 39 is drawn" downwardiy'ith'e' members '3 3""an'd are thrust apart against the tension of the spring 37, but when the magnet 38 is deenergized, the spring 37 acts to draw the brake snoes into engagement with the brake, drum. 'Thus whenfthefmctcr tion, the brake is applied toprevent accidentalfmovement'ct the 9 the gates Vcarried thereby. The motor gearings, brake and associated parts are supported by means ot' trame 46 from the upright l() and it is clear that it the motor be energized, the frame 9 will be caused to travelV in one direction or the other, according to the directicn ctretaticn ot' the inottutV Y c vAssuming that a train is approaching romthe righti 'c' l ly#V i n of' suitable tal L,

train, first reaches and actuates an electric. switch A (see Fig. 16). Tt-is to be understand, that-...thisiswi t N'der able distancefaway trein heV rossinge'.an'.v when this switch is closed, itenergizes` suitable signal elements, such as bells 48, lights 'bles tes i left, upstanding anti-friction studs and `50, which are carried by and moved with the traine, successively" engage the 'lingers til and 52 of a spider 53, the head or hub ot which is mounted upon the upper end ot a ver tical s11at4....Aspring`|V isconnergtcd at Yen end' toracftl, splitter other endy to a bracket 56a. There is a `lost motion connection between the spider and V'riheother'*the "vertical shaft-54,- censisting oli alpi-n?, v

which is carried by the shaft and which projects into a slotted part '58 of the hub 59 of Athe spider. Thus when the spider starts to swing under the intiuence of the engagement therewith of the studs 49 and 50, it does not, at first, tulrn the shaft 54. Upon the contrary the spider moves with respect to the shaft until the body ot the ng' has inored to the oppositev side oi thepivot constituted by the' .Vertical shaft. In other words, the spring moves to past center. position. Theaction.ezt the spring then tends to continue the movement or" the spider and to turn the shaft, because by that time the pin 57 has reached the opposite Aend of the slotr58. However, the shatt is restrained'iro'm turning'moifement by a bolt V59 which is carried by the shaft and which riefen'gagedY latchY @Gf f gether with a corresponding latch nl'. is pivoted upon the top 62 of the housing` G3 of a pole changing mechanism. The shatt is restrained by the latch 60 until@l roller "4 *l iedfbya/l c5135 fh travelling gate carrying haine, passes ever i. vt-ript, that is pivoted: it-67de Athe rail here, ae-.sthey arreter. eQd-.DldeIeQMSS-f if is Y latch, to- H ics When thishappens a link 168 thrusts The turning movementimparted to the ver y n tical shaft '54 is utilized to shift' lingers 75, 7 d .77ct Y i i` l chantent,

.lng ying. 78 and said bar carrying an a cuate too.

nlitii glo't thelpolieicha k does not take place unt-il just after a loller 81, that is carried by and moves with, the ga-te.y carryingtr me.,

'g'tivari't s l i, 84, that is supportedrom the rail c.

`rThe lifting of the arm 82 causes itsinnerrror free end to thrust against and operate one of the push buttons 85 of the double pole, double throw switch 86, the closed'side of which, up to this time, had been included in the motor circuit and the opening of which circuit deenergizes the motor and brings the gate carrying frame to rest. When the push button 85 is thrust upwardly or inwardly, its companion push button 89 moves outwardly as is common in switches of this character and the shifting of the switch completes another` circuit through said switch. However, said circuit is open at another place, viz, at a track switch C,

f which is disposedl alongside the track at a point beyond the crossing and when the tappet arm upon the train actuates said switch C, the circuit is wholly closed through the path which has been established bythe shifting of the switch 86 and the'motor and the brake are again energized, but since the pole changing mechanism of the motor has been shifted, it follows that the rotation of the motor will be in a reverse direction and :fn the gatewill'begin to travel to open posioperating shaft, have` acquired tion. When the gatehas about reached its limit of movement to the open posit-ion, a roller 81a, carried by frame 9, will ride beneath and elevate an elongated arm/90, which actsvto thrust the push button 89 of switch 86 upwardly to break the circuit to the motor and bring about a setting of the brake. During this movement of the gate to open position the spider and spring are moved to past center position by the action of the studs 49 and 50 upon fingers 5la and 52a of the vertical shaft, the vertical shaft 54 ofthe pole changer, being re.- strained by detent 61 and bolt 59 until a rollei 92, carried by the frame 9, rides over the trip 93, which corresponds to trip 63, and by depressing link 94, moves detent 6l out of the path of the bolt and permits the spring', to turn the shaft 54, through the connections previously described to again shift the pole changing mechanism so that the motor, when again energized, will rotate in such direction as to move the gate to closed position. Adjusting screws S2a and aL determine the clearance of the arms 82 and 90 with respect .to the puslrbuttons of switch 86.

The train in its continued travel, reaches and actuates a` track switch D, the effect of which is to break the circuit to the signal ylights or bells, as the case may be. The

detailed internal construction of the several track switches has not been illustrated because they are conventional types of switches of the character known to the trade as threepoint switches. Switches of this character operated by the step by step turning of their distinct status in the art and may be purchased in the open market. Of course, the switches that we employ must be large enough and `which are engagedv by the tap-pet arms 47,

carried by successive trains toV impart step by step movement rcontinuously in the same direction to the operating shaft of said switches.

n By referring to the diagrammatic view, Fig. l5, it will be seen that the switches A, B, C and D, are conventional three point switches and that switch 83 is a conventional type of four point switch. The circuits used in connection with these switches are well known to those skilled in the art, being commonly employed to control the upper and lower hall lights in residences. Consequently it is thought that the detailed description of the same is not necessary, since any electrician would immediately understand their operation. Furthermore those skilled in the art will readily understand thatA to adapt the mechanism to opei'ate'nnder the influence of trains travelling in the opposite direction, it would only be necessary to install track switches upon the opposite vside of the track as indicated at A, B, C and D', and to connect said switches in parallel withthe corresponding switches upon the side of the track opposite to them.

It is to be understood that the invention is not limited to the precise construction set forth but that it includes within its'purview whateverv changes fairly come within either the terms or the spirit of the appended claims.

Having described our invention what we claim is:

l. A protecting gate for railway crossings comprising a support, a gate movable with respect to said support, means for bodily moving the su) ort and Gate to rotectino' in D b position `with respect to a crossing and means for mounting the gate with respect to the support in such manner as to permit it to yield laterally outward but to resist inward movement.

2. rA protecting structure for railroad track crossings comprising an elevated trackway, a frame mounted to travel thereon', a. gate carried by said frame and movable to protective position with respect to the crossing by the'travel of the frame upon the trackway and means for mounting the gate upon said frame in such manner as to permit it to vield laterally outward but to resist inward movement.

3. A` protecting structure for railroad track crossings consisting of an elevated trackway, above the railroad track, comprising runs upon opposite sides of said track, a horizontal frame movable longitudinally upon said trackway and a gate depending from said frame upon, each side in the vspring actuated part comprises a Verof the trackway and lying in a Vertical postical shaft, a set of swinging contact fingers,. tion, being mounted to yield laterally Outa rack carried by said lingers, a segmental wurd with respect to the frame but to resist gear upon the Vertical shaft meshing yWith 35 inward movement. said rack, a lieacl upon the upper end of they A E ngflsil-lutin; Y e gjgenerrttlrorn lgs comprising an elevated with, a plurality et divergent rkfingers' exilimzfmimframe" umunen tending Substantiallyihrzrzeiely from Seifl it' inall aclrway vand head and overlying the path of mov lil pir -li l ""i'in" with klmfor Y Vinerniloer,and one oi said lingers to be Yp am@ in, suchi'manner Vtdpast centerv "positionftlie detentbeingf Y l-HLlie-'Ver m-Lshfitt A:

, comprising 'an e evated trac {Way and mountedv to travel longitudinally substantial parallelism with the 'lire al f1 iu rates upon their weer ipoiiwoppo it' lga'tes" being so mounted".

L* "m'fi't "ermit-them' i preventing mo ementof Vsaid part 'conn pletely to pole changing position vand a tween t l tlieframeadapted to en age', trame iscause e i. fr o i y wl'lelii tl or; "gir y determined point in its travel to release the In testimony whereof Wev aiiiir our signa- CleillCl llmrtrhe pQle changing mechtures. `f f cleto trayelonpon the traclwayV 

